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Super Soundproofing Aircraft - The Antonov An-225 Mriya (Ukrainian: Антонов Ан-225 Мрия, literally  'dream' or 'inspiration'; NATO colloquial name: Cossack) was a strategic cargo aircraft designed and manufactured by the Antonov Design Bureau in the sovietic Union.

It was first developed during the 1980s as a large derivative of the Antonov An-124 transport aircraft for the purpose of carrying Buran-class orbiters. On December 21, 1988, the An-225 carried out its mission; only one example was completed, although a second airframe was partially built with a slightly different design. After a brief period of use in support of the Soviet space program, the aircraft was discontinued in the early 1990s. With the phase change, it was decided to modify the An-225 and restore it to commercial use, carrying surplus revenue of the operator Antonov Airlines. Many announcements were made about the completion of the second airframe, but its construction was stalled due to lack of funds. By 2009, it was 60-70% complete.

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With a maximum takeoff weight of 640 tonnes (705 short tons), the An-225 holds several records, including the heaviest aircraft ever built and the largest wingspan of any aircraft in service. It was often used to transport goods once thought impossible to move by air, such as 130-ton locomotives, wind turbine blades, and diesel trains. Additionally, Chinese and Russian officials have announced separate plans to modify the An-225 for use in their space programs. The Mriya has always attracted a high level of public interest, gaining a following around the world due to its size and uniqueness. The only remaining An-225 was destroyed in the battle for Antonov Airport during the Russian invasion of Ukraine in 2022. On May 20, 2022, President of Ukraine Volodymyr Zelskyy announced plans to complete the second An-225 to replace the destroyed plane.

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Work on what would become the Antonov An 225 would begin in 1984 with a request from the Soviet government for a large transport aircraft as a replacement for the Myasishchev VM-T.

Details of this application included the ability to carry a maximum payload of 231,838 kilograms (511,116 lb), both externally and internally, while operating from any runway up to 3,500 meters (11,500 ft). As stated above, the mission and objectives were similar to those of the United States shuttle transport aircraft, designed to lift Ergia rocket boosters and Buran-class orbiters for the Soviet space program.

Furthermore, the short timeframe for delivery of the complete aircraft meant that development would have to proceed quickly.

Consequently, the Antonov Design Bureau decided to produce a derivative of its existing Antonov An-124 Ruslan transport aircraft, although its payload was half of what was needed.

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The aircraft was enlarged through the extension of the forward and aft fuselage gun sections, while a new large wing center was created that facilitated the loading of a further pair of Progress D-18T turbofan engines, increasing the capacity of four to six engines. An entirely new tail was also required to handle wake turbulence caused by the large external loads that would be carried on top of the aircraft's fuselage.

It made its first public appearance outside the Soviet Union at the 1989 Paris Air Show, where it was shown carrying the Buran orbiter.

A year later, he put on a public flight display at the Farnborough Airshow. Although two aircraft were ordered, only one An-225, (registration CCCP-82060, later UR-82060

Or 200,000 kg (440,000 lb) on top of the fuselage. Cargo on top of the fuselage can be up to 70 m (230 ft) wide.

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A second An-225 was partially built in the late 1980s for the Soviet space program, however work on the airframe was halted following the collapse of the Soviet Union. By the year 2000, the need for additional An-225 had ended; during September 2006, it was decided that the second An-225 would be completed, it was planned again around 2008. However, the work was subject to repeated delays.

In May 2011, General de Antonov is reported to have said that the completion of the second An-225, which would have the capacity to carry 250 tons, would cost approximately $300 million; with sufficient funds, completion can be achieved in three years.

The revival of aviation activities involving the An-225 has been announced several times and has been speculated throughout its lifetime. In the early 2000s, studies were conducted to develop a larger, eight-winged An-225 derivative called the Antonov An-325, which was expected to be used alongside Russia's MAKS aircraft.

In April 2013, the Russian government announced plans to revive the original Soviet air defense projects that would use the modified An-225 as an air suspension.

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In May 2017, Aerospace Industry Corporation of China (AICC) Chairman Zhang You-Shg told a BBC reporter that AICC first considered cooperation with Antonov in 2009 and met with them two years later. AICC wants to develop the second unfinished An-225 into an air launch platform for commercial satellites at altitudes up to 12,000 m (39,000 ft).

The aviation media questioned the initial production, speculating that the ongoing conflict between Russia and Ukraine would prevent several important items that might have been taken from Russia from being salvaged; China may be able to make it instead.

The project did not go ahead, but UkrOboronProm, which is part of Antonov's company, continued to search for partners to complete the second airframe.

On March 25, 2020, the first An-225 carried out a series of test flights from Hostomel airport, near Kyiv, after more than a year of inactivity, for the installation of the energy management and control system developed .

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The Antonov An-225 was a structured-lift cargo aircraft that retained many similarities to its predecessor, the An-124 transport aircraft from which it was derived. It has a long fuselage and a load-bearing design due to the addition of fuselage barrel extensions that were installed both forward and aft of the wings.

In addition, the empennage of the An-225's tail twin has a large rearward-inclined horizontal stabilizer, modified from the An-124's unique vertical stabilizer. The use of the twin tail arrangement was essential so that the aircraft could carry its large external loads which would create turbulence, disrupting the airflow around the tail.

The An-225 is powered by up to six Progress D-18T turbofan engines, two more than the An-124, the addition of which was powered by a modified wing root area. The extra-possible landing gear system has 32 designed wheels, some of which are movable; this allows the pilot to lap within a 60-meter (200-foot) track. Similar to its An-124 predecessor, the An-225 incorporated a nose gear designed to "kneel" so that payloads could be more easily loaded and unloaded.

Other measures to facilitate loading and unloading included four cargo cranes that could span the full length of the cargo area, each capable of lifting up to 5,000 kilograms (11,000 lb).

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To allow the attachment of external payloads, such as the Buran orbiter, several mounting points were placed along the top of the fuselage.

Unlike the An-124, the An-225 was not designed for tactical airlift and was not designed for short-field operations.

Similarly, the An-225 does not have a rear cargo door or ramp, as in the An-124, these elements have been removed to save weight. The cargo space was 1,300 m

The depot, which is pressurized and soundproofed, can hold up to 80 cars, 16 containers or up to 250,000 kilograms (551,150 lbs) of general cargo.

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The An-225's flight deck is located in front of the upper deck, which can be accessed via a ladder from below.

The layout of this aircraft is similar to that of the An-124, except for the additional presce controls to accommodate two more engines. Behind the flight deck are a series of rooms that, among other things, accommodate the crew stations of the two aircraft designers, the flight attendant and the communications specialist, as well as non-functional rest areas, including beds. They move a lot. way. The missions must be accomplished.

When fully loaded, the An-225 could fly non-stop in major cities such as New York and Los Angeles.

In the original design, the An-225 had a gross weight of 600 t (660 short tons), however, between 2000 and 2001, the aircraft received extensive upgrades at a cost of US$20 million, such as the addition of a floor reinforcement. , which increased the gross weight to 640 t (710 short tons).

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Both the initial and takeoff weight rank the An-225 as the heaviest aircraft in the world, at more than twice the weight of the Airbus A380. Airbus claims to have improved the landing weight of the An-225 by reducing the A380 to 591.7 t (652.2 short tons) during testing.

The Antonov An-225 Mriya entered service between 1988 and 1991 as the main carrier for Soviet Buran-class orbiters.

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